Air-brake.



v Patented may 2|, l90l.

3 Sheets-Sheet l.

INVENTOR .BY (j. (5% W; 0 mom??? s siz fi 122:2

A. J. BRISLIN.

AIR BRAKE.

(Application filed May 28, 1900.)

(No Model.)

nu llllulnn WITNESSES: I WI/471 FWM mo'rauwo No. 674,493. Patented May2|, l90l. A. J. BRISLIN.

AIR BRAKE.

7 (Application filed May 28, 1900.; (No Model.) 3 Sheets-Sheet 2.

WITNESSES: INVENTOR 14,244 wi g. BY a; WA 4m 5. (5 144 M ATTORNEY THEmam: PETERS 40,. Pumauma. usulusrou u c No. 674,493. Patented May 2|,I90l. A. J. BRISLIN.

AIR BRAKE.

(Applicatiun filed May 28, 1900,; (No Model.) 3 Sheets-Sheet 3.

\ A 71111111111[11011111111111] /I// I Vii ll] mun E WITNESSES: INVENTOBA50, A07 x1 7y r m w BY %f? fm (j gh flm we ATTORNEY ANDREW J. BRISLIN,OF NEW YORK,

N. Y., ASSIGNOR TO THE STANDARD AIR BRAKE COMPANY, OF SAME PLACE.

AIR-BRAKE.

SPECIFICATIQN forming part of Letters Patent N 0. 674,493, dated May 21,1901.

Application filed May 28,

To (all whom itmay concern.- Y

Be it known that LANDRE'W J.'BR1sLIN, a citizen of the UnitedStates ofAmerica, and a resident of the city, county, and State of New York, haveinvented certain new and useful Improvements in Air-Brakes, of which thefollowing is a specification.

My invention relates to improvements in air-brakes in which the pressureof air is supplied by a pump actuated from the axle of a car; and myinvention consists in a new and improved meansior automaticallyrelieving the pump from its work of compressing air when. the air in thereservoir has attained a sufficient pressure and in again causing thepump to operate when the air in the reservoir falls below such point ofpressure. Heretofore it has been common to throw the pump into and outof operation by the interposition of a clutch and clutch mechanismbetween the pump and the pump-operating means. I

By my invention I have provided for the continuous driving of the pumpfrom the axle of the car, but have provided for the lifting of certainof the pump-valves through the action of a suitable governing device atsuch times as a predetermined point of air-pressure has been attained.Thus while the pump will be running at all times the car-axle isrevolving the pump will be relieved from operative action at such timesas may be desired.

The objects of my invention are to simplify brake mechanism, to dispensewith clutches or locking mechanism intermediate of the pump andpump-operating means, to lessen the cost of construction and the weightof the parts, and to govern the action of the pump by the simplest andmost direct means.

I will now proceed to describe an air-brake system embodying myinvention and will then point out the novel features in claims.

Referring to the accompanying drawings, Figure 1 is a general view of anair-brake system, showing a pump and pump-operating mechanism, a pumpgovernor or controller, a storage-reservoir, a service-valve, and abrake-cylinder. Fig. 2 represents a central horizontal section of thepump and pump-opcrating mechanism. Fig. 3 represents an end view of thesame looking from the right-hand 1900. Serial No. 18,230. (No model.)

end of Fig. 2, certain parts being broken away .in o'rderto illustrateportions of the pumpvalves and mechanism connected therewith.

Fig. 4is a'central section through the pump,

taken on the line 4 4: of Fig. 2. .Fig. 5 is a central longitudinalsection of the pump governor or controller.

Similar reference characters denote corresponding parts throughout theseveral views.

Referring at first more particularly to Fig. 1, which is a diagrammaticview of the system, the said system will be seen to be in operativeconnection with a car wheel and axle from which the pump obtains itssource of power. 6 designates the car-wheel,and 7 the axle upon which itis mounted. A pump (designated by the reference-character 8 as a whole)is provided and suitably driven by gearing from the axle in a manner tobe hereinafter described. The action of the pump is controlled byasuit-able governor or controller, (designated as a whole by thereference character 9 and shown more fully and in detail in Fig. 5.) Astorage-reservoir 10 is in communication with the discharge side of thepump 8 and receives and stores the air under pressure therefrom. Aservice-valve 11 and brakecylinder12 are supplied, which may be of anywell known or desired construction.

Referring now more particularly to Fig. 2,

i it will be seen that the axle 6 is provided with a gear-wheel l3,suitably secured thereon and arranged to mesh with-a correspondinggearwheel 14:, secured upon the pump-shaft 15 of the pump 8. A suitablecasing 16 incloses the said gearing and serves to support the pump. Theinterior of the casing 16 may be provided with alubricant for thegearing, and the parts may thus be kept in good running 0 condition. Thepump 8 is here shown as having two suction and two discharge valves.These valves are most clearly illustrated in Fig. 3. Thedischarge-valves, of which there are two, are designated by referencecharacter 17. They communicate on their inlet sides with the interior ofthe pump-cylinder through ports 18 and on their discharge sides with acommon discharge-port 19. The discharge-port 19 is connected with thestorage- I00 reservoir by apipe 20. (See Fig. 1.) The inlet or suctionvalves 21, of whichethere are preferably also two, communicate with theatmosphere through a common passage-way 22 upon their inlet sides andupon their outlet sides with the interior of the pump-cylinder throughports 23. Below each of the suction-valves there is provided a plunger24, fitted in a cylindrical bore arranged therefor,

- and the lower end of each bore is open to a passage 25, which is incommunication with the governor 9 through a pipe 26. (See Fig. 1.) Thegovernor is in communication with the storage-reservoir 10 through pipe27 and is adapted in its movement to open and close communication withthe said storage-reservoir. When the pressure in the reservoir risesabove a certain point, the governor will, in a manner to be hereinafterexplained, open communication with the reservoir 10 and air underpressure will flow through the pipe 26 and into the passage 25. Theplungers 24 will then be lifted and the suctionvalves 21 forced fromtheir seats. The effect of this will be that though the pump-piston willcontinue to move backward and forward no more air will be pumpedinto thereservoir. Any air that is drawn into the pump-cylinder through thesuction-valves upon a stroke in one direction will be discharged throughthe said valves upon the return stroke. Instead of lifting thesuction-valves the dischargevalves might be lifted, with the same resultof putting the pump out of action. In such case the suction-valves wouldremain closed, while air from the reservoir would be churned backwardand forward on either side of the piston. Such arrangement is not such adesirable one, but is a possible modification of my invention.

Referring now more particularly to Fig. 5, which represents a centralsectional view of the governor or controller 9, the said governor willbe seen to consist of a casing 28, inclosing a valve-chamber 29, whichis in open communication with the compressed-air supply, a slide-valve30, arranged within the said valve-chamber, and actuating meansspringpressed in one direction and operated by airpressure in theopposite direction to operate the said slide-valve. A portion of theinterior of the casing 28 is formed into a cylinder 31, in' which ismounted a piston-head 32. A cylinder-head 33 closes the end of saidcylinder. The piston-head 32 has a hollow piston-rod 34, which isconveniently arranged to slide in a suitable slideway arranged in theend of the chamber 29, as shown. The piston-rod 34 engages theslide-valve 30 and in its movement moves the said valve. A spring 35 isarranged within the hollow piston rod or stem 34 and bears between theend of same and the cylinder-head 33. The cylinder-head may be, andpreferably is, supplied with an adjusting-nut 36 for adjusting thetension of the spring 35. The slide-valve in its movement controls twoportsthe port 37, which communicates through the pipe 26 with thepassage 25 below the plungers controlling the pump suction-valves, and aport 38, which is an exhaust-port to atmosphere or elsewhere, as may bedesired.

With the parts in position as in Fig. 5 the port 37 is closed to theinterior of the valvechamber, and hence to the reservoir, but is openthrough the exhaust-chamber in the valve to the exhaust-port 38. Thepipe 26 and passage 25 are hence open to exhaust, and the pump 8 is incondition for active operation. When the pressure in the reservoirreaches the point at which the spring 35 will be overcome, thepiston-head 32, rod 34, and valve 30 will be forced over, theexhaust-port 38 closed, and the feed-port 37 opened. Air under pressurewill rush through the port 37 from the interior of the valve-chamber 29to the passage 25 and will lift the plungers 24 and throw thesuctionvalves 21 olf their seats. The valves will be so held until thepressure in the reservoir, falling below the predetermined point,permits the spring 35 to react and the position of the valve 30 to beagain reversed.

Various dilferent constructions and modifications of my invention mayobviously be made without departing from the spirit and scope thereof.Hence I do not wish to be limited to the exact details as shown anddescribed; but

What I do claim, and desire to secure by Letters Patent, is

1. In an air-brake system the combination with an air-reservoir, a pumpand pump-operating means, and a governor in communication with theair-reservoir and containing a valve operated by variations of pressurein the air-reservoir, of actuating means for lifting and holding openthe pump suctionvalves, and a communication leading from the saidactuating means to the governor, the said communication controlled bythe valve in said governor.

2. In an air-brake system the combination with an air-reservoir, a pumpand pump-operating means, and a governor in communication with theair-reservoir and containing a valve operated by variations of pressurein the air-reservoir, of actuating means for lifting and holding openthe pump suctionvalves; and a communication leading from the saidactuating means to the governor and to exhaust, the said communicationalternately connected to air-reservoir pressure and to exhaust by thevalve in said pumpgovernor.

3. In an air-brake system the combination with an air-reservoir, a pumpand pump-operating means and a governor comprising an air-chamber inopen communication with the air-reservoir, a valve in said air-chamberand valve-actuating means, spring-pressed in one direction, and operatedin the other direction by an excess of pressure in the air-reservoir, ofactuating means for lifting and holding open the pump suction-valves,and a communication between the said actuating means IIO pumpsuction-valves, a communicationthrough the pump-governor from theair-reservoir to the said plungers, said communication being controlledby said governor-valve and a port to exhaust with which that portion ofthe said communication leading from the pump-governor to the plungers isconnected by said valve when that portion of the communication leadingfrom the said airreservoir to the pump-plunger is closed.

Signed by me at NeW'York, N. Y., this 26th day of May, 1900.

ANDREW J. BRISLIN.

Witnesses:

0. F. CARRINGTON, J. C. OHAPIN.

